JPS62155363A - Control device of automatic gear for vehicle - Google Patents

Abstract

PURPOSE:To reduce a shock of speed change by correcting a speed change pattern or a lock up pattern due to the correction when the correction of an output is carried out by an engine output correction means. CONSTITUTION:An engine output correction means B for correcting an output due to the driving state of an internal combustion engine A is disposed. When the correction is carried out, a speed change correction means G for correcting at least one of a speed change pattern and a lock up pattern due to the correction is disposed. Thus, even if a torque of the internal combustion engine is varied from a standard value by the engine output correction, the engine output is subjected to speed change-control according to the speed change pattern or the lock up pattern corrected due to the correction and a shock of the speed change is reduced.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention is effective, for example, in a vehicle equipped with an internal combustion engine that is equipped with an ignition timing control III device that detects knocking and performs retard control, and performs engine output correction. The present invention relates to a control device for a vehicle automatic transmission that performs speed change control.

[Prior Art] Conventionally, a control device for a vehicle automatic transmission uses vehicle speed and engine load (e.g., throttle opening) as parameters, and switches and locks a plurality of gears according to a predetermined shift pattern. Engagement of the up clutch
Those who liberate are known. The above-mentioned shift pattern allows the internal combustion engine to use i! ? The gear change conditions and lock-up clutch engagement/release conditions are set so as to output a torque similar to that of i, so as to avoid the occurrence of a shift shock.

By the way, a vehicle has been developed that is equipped with an internal combustion engine equipped with a so-called knock control system, which has a knock sensor for the purpose of knock control and controls the ignition timing of the internal combustion engine, together with an automatic transmission controlled as described above. There is. In controlling the automatic transmission of such a vehicle,
For example, Japanese Patent Laid-Open No. 57-184752 has been proposed.

That is, it is determined whether or not the engine is in a knocking state, and only when knocking is not occurring, the engine is assumed to be outputting a predetermined torque and the lock-up clutch is engaged.

[Problems to be Solved by the Invention] However, in the above-mentioned conventional technology, shift control is not performed in consideration of the decrease in torque of the internal combustion engine when the ignition timing is retarded to suppress knocking. That is, as shown in FIG. 10, in an internal combustion engine, generally speaking, when the ignition timing is retarded to the timing AKNK1 compared to the torque TO when the ignition timing is set to the standard ignition timing AKNK○, the output becomes the torque T1. decreases to

Therefore, as shown in Fig. 11, even if the throttle opening is the same and the engine speed (vehicle m) is the same, 1-lux will fall within the range shown by diagonal lines in the figure, depending on the amount of retardation of the ignition timing. The torque decreases as the retardation amount increases.

Therefore, during retard control, assuming the torque of an internal combustion engine controlled to standard ignition timing, the gear position is changed or the lock-up clutch is engaged or released based on a shift pattern using the throttle opening and vehicle speed as parameters. If this is done, there is a problem in that shift shock occurs due to the torque drop, resulting in poor ride comfort.

[Means for Solving the Problems] The present invention, which has been made to solve the above-mentioned problems, has the following features: As illustrated in FIG. a correction means B; a load detection means C for detecting the load during the internal combustion period A; a vehicle speed detection means for detecting the vehicle speed; and at least a shift pattern and a lock-up pattern based on the detected vehicle speed and load. In a control device for an automatic transmission for a vehicle, which is equipped with a control means F for controlling the automatic transmission 11E according to one side, if the output is further corrected by the engine output correction means B, the correction is performed. The gist of the present invention is to provide a control device for an automatic transmission for a vehicle, characterized in that it includes a shift correction means G that corrects at least one of the shift pattern and the lock-up pattern accordingly.

The engine output correction means B may detect knocking of the internal combustion engine A using a knock sensor, for example, and retard the ignition timing when knocking occurs to suppress the knocking.

Further, for example, the output can be corrected by increasing or decreasing the amount of fuel injected into the internal combustion engine.

Here, the load detection means C can be constructed from, for example, a throttle position sensor or a torque sensor.

The vehicle speed detection means may be composed of, for example, a magnet and a reed switch, or may be realized by, for example, a pulse gear and an electromagnetic pickup.

For example, when the ignition timing of the internal combustion engine A is retarded, the shift correction means G delays the shift point of the shift pattern and the lock-up point of the lock-up pattern until an operating state in which sufficient torque is obtained. On the other hand, when advance angle control is performed, the shift point of the shift pattern and the lock-up point of the lock-up pattern can be configured to be advanced. Furthermore, for example, the pressure of the control hydraulic pressure of the automatic transmission E may be lowered during retard angle control, and increased during advance angle control.

Further, for example, the shift pattern or the lock-up pattern may be corrected so that the shift is controlled at a time when a predetermined torque preset by the lock-up pattern or shift pattern is output.

The above-mentioned output correction means B, control means F, and speed change correction means G can be realized, for example, as independent logic circuits.
It may be configured as a logic operation circuit together with peripheral circuit elements such as AM, and may realize each of the above means according to a predetermined processing procedure.

[Operation] In the automatic transmission E connected to the internal combustion engine whose output is corrected by the engine output correction means B, the detection results of the load detection means C and the vehicle speed detection means are Based on this, when the control means F performs speed change control according to a normal speed change pattern or a lockup pattern, a speed change shock occurs. This is because the torque to the internal combustion engine decreases as the ignition timing retards. In the present invention, paying attention to this point, the shift correction means G changes at least one of the above-mentioned shift pattern and lock-up pattern according to an increase in the amount of retardation, and corrects the decrease in torque due to the engine output correction, thereby causing a shift shock. suppress.

[Example code] FIG. 2 shows a schematic configuration of an embodiment of the present invention.

In FIG. 2, the output of the engine 1 is transmitted to drive wheels (not shown) via an automatic transmission gear 2. In FIG.

In the automatic transmission 2, the hydraulic pressure is controlled by energizing or de-energizing the two solenoid valves 3.4 to enable four-speed shifting, and the lock-up clutch is hydraulically controlled by energizing or de-energizing the solenoid valve 5. It is what activates it. Further, the automatic transmission 2 includes a solenoid valve 6, and the solenoid valve 6 increases or decreases the hydraulic pressure applied to engagement elements such as clutches and brakes provided inside the automatic transmission 2 by controlling the duty ratio. It is something.

The above solenoid valves 3.4, 5.6 are electronic control device 7
The electronic control unit 7 receives signals from sensors and other devices installed in various parts of the vehicle including the engine 1 and automatic transmission 2.

The sensors include a throttle position sensor 10 that detects the opening degree of a throttle valve 9 disposed in the intake passage 8 of the engine 1, a shift position switch 11 that detects the shift position of an automatic transmission 1m2, and an automatic transmission that is proportional to the vehicle speed. It is comprised of a vehicle speed sensor 12 that detects the rotational speed of the output shaft (not shown) of the machine 2, and an oil pressure sensor 13 that detects the oil pressure applied to the engagement element.

Note that the throttle position sensor 10 detects the opening degree of the throttle valve 9 and generates two communication signals. Also,
The vehicle speed sensor 12 generates a pulse signal whose frequency is proportional to the vehicle speed.

The knock control computer 16 also includes a knock sensor 14 disposed in the cylinder block of the engine 1.
When knocking occurs, a command signal is output to the igniter 15 to retard the engine 1, and a retard amount signal is sent to the electronic control unit 7.

As shown in FIG. 3, the electronic control device 7 includes a CPU 2
1. ROM22. , RAM23. The input port 24 and the output port 25 are connected by a common bus 26. The input port 24 receives signals from the above-mentioned sensors and devices through buffers 27a, 27b, 27c, and 2.
7d and the conversion circuit 28. The output port 25 is equipped with the solenoid valve 3.4.5.6 described above.
The drive circuits 29a, 29b, 29c, and 29d are connected. The conversion circuit 28 is for shaping the pulse signal of the medium speed sensor 12 into a waveform.

A shift pattern as shown in FIG. 4 is stored in the ROM 22 of the electronic control unit @7.

In this shift pattern, a solid line indicates an upshift, a broken line indicates a downshift, a chain line indicates a lock-up clutch engagement, and a two-dot chain line indicates a shift line when the lock-up clutch is released.

Around each of the above-mentioned gear shift lines, as shown in FIG.
A control region 1jX (shift change region) as shown by b is predetermined.

Note that the upshift shift line J shown as a solid line and the downshift shift line J shown as a broken line each have initial setting values. here. For example, taking an upshift, the upshift shift line is controlled in the direction shown by arrow 01 when the retard angle control is performed, and in the direction shown by the arrow C2 when the advance angle control is performed. Move within the ll area by correction. When the operating state determined by the throttle opening degree and vehicle speed changes, for example, from position d1 to position 1fd2 in the figure, that is, when moving to the above-mentioned upshift region a, C
The PU 21 starts shift-up control, and, on the other hand, starts shift-down control when shifting to the downshift region. Further, when the current driving state is not included in any of the ranges, neither upshift nor downshift is performed. Note that the lock-up clutch engagement/release control is also started under similar conditions.

When the operating state enters the control WA range, the CPU 21 adjusts the oil pressure correction 1ah (AKNK) of the oil pressure applied to the engagement element of the automatic transmission 2 to a sixth value based on the retard amount AKNK transmitted from the knock control computer 16. It is read from the map shown in the figure and added to the hydraulic pressure initial setting mpo. The duty ratio i of the solenoid valve 6 is increased until the calculated value and the actual value detected by the oil pressure sensor 13 become approximately equal.
Continue ll III to increase or decrease the oil pressure. On the other hand〇PtJ
21 reads out the throttle opening correction value f(AKNK) from the map shown in FIG. 7 and the vehicle speed correction value g(AKNK> from the map shown in FIG. Throttle distance initial setting value TAO1 Vehicle speed initial setting m5 set by each shift line shown in the figure
Add each to poo. When the two calculated values and the detected values of the throttle position sensor 10 and the vehicle speed sensor 12 become substantially equal, the CPU 21 performs shift up or down shift control or lock-up clutch engagement/release control. The maps shown in FIGS. 6 to 8 are stored in the ROM 22.

Engagement and control of the lock-up clutch as described above by the CPU 21 is performed by energizing the solenoid valve 5 through the output port 25, while release control is performed by de-energizing it. In addition, the above-mentioned upshift and downshift 113m are performed via the output port 25, and the solenoid valve 3.4 is turned on or off as shown in Table 1 below, that is, energized or de-energized. The gears are shifted in stages.

Table 1 The operation of the CPU 21 as described above is achieved by executing the program stored in the ROM 22 and shown in FIG.

FIG. 9 shows the speed change control process. Note that this shift control process is started after a shift decision is made by a process not shown. First, in step 100, it is determined whether the driving condition is included in the shift change area of the shift pattern described above based on the detected values of both the throttle position sensor 10 and the vehicle speed sensor 12, and if an affirmative determination is made, The process advances to step 110, and if a negative determination is made, the process is temporarily terminated. In step 110, the shift processing timing is calculated based on the retard amount AKNK transferred from the knock control computer 16. That is, each correction value is determined according to each map shown in FIGS. 6 to 8, and each initial setting value PO, TAO, 5PD is applied to these.
O is added to obtain the hydraulic pressure PS applied to the engagement element during the gear shift process.

Each target value of throttle opening TAS and vehicle speed 5PO8 is calculated as shown in the following equations (1) to (3).

PS-PO+h (AKNK)...(1) TAS-T
AO+f (AKNK)...(2) SPDS-8PD
O+cx (AKNK)...(3) Then, in step 120, the engagement detected by the oil pressure sensor 13! ! Actual hydraulic pressure 11 fill P and the above target 1U P
It is determined whether S and S are substantially equal, and if an affirmative determination is made, the process proceeds to step 140. On the other hand, the above actual measured value P and target value PS
If there is a difference of more than a predetermined value, step 13
0, the drive duty ratio of the solenoid valve 6 is increased or decreased so that the actual value P approaches the target value PS, and the process proceeds to step 140.

In step 140, the throttle position sensor 10
The throttle opening TA detected by the vehicle speed sensor 12 and the vehicle speed SPD detected by the vehicle speed sensor 12 are the target values TAS and 5PO8, respectively.
It is determined whether or not they are approximately equal to each other, and if an affirmative determination is made, the process proceeds to step 150, in which the shift process such as upshifting, downshifting, or engagement or release of the lock-up clutch as described above is performed using the solenoids 3, 4, . 5, and this process is once completed. In addition, in step 140 above, the actual measured value TA or SPD and the target 1aTA
s or 5PDS by a predetermined value or more, this process is temporarily terminated. Thereafter, this process is repeatedly executed from steps 100 to 150 described above.

Therefore, according to the above configuration, when the engine 1 is retarded to suppress knocking, the oil pressure applied to the engagement element of the automatic transmission 2 during the gear shifting process is shifted to the low pressure side, and the throttle opening is corrected to the open side, and vehicle speed is corrected to the high speed side.

As a result, when the retarded angle control is performed, the start timing of the shift process is delayed until the torque of the engine 1 increases to a torque suitable for the shift process, so it is possible to prevent a shift shock.

In the above embodiment, a case has been described in which the oil pressure applied to the engagement element is corrected by duty ratio control, but for example, when the oil pressure is kept constant, when the torque decreases, the gear shift processing is performed when the throttle opening becomes larger. A similar effect is produced even if the structure is configured as shown in FIG.

In addition, by correcting the delay in the shift processing timing based on the throttle opening degree and vehicle speed, the shift processing is performed at the optimal shift timing when the torque of the engine 1 increases, so it is also possible to compensate for the acceleration performance of the vehicle. .

Further, in the above embodiment, explanation has been given regarding the time of retard angle control of the engine 1, but for example, when the torque increases due to advance angle control, the upshift control start timing determined by the throttle opening degree and vehicle speed may be advanced. With this configuration, fuel efficiency is improved.

Although the embodiments of the present invention have been described above, the present invention is not equally limited to these embodiments, and it goes without saying that it can be implemented in various forms without departing from the gist of the present invention. .

[Effects of the Invention] As explained above, according to the present invention, even when the torque of the internal combustion engine fluctuates from the standard value due to the engine output correction, the shift pattern or lock that is corrected according to the engine output correction can be changed. Since the automatic transmission is controlled according to the increase pattern, it is possible to reduce shift shock caused by torque fluctuations and to improve ride comfort and fuel efficiency.

[Brief explanation of drawings]

FIG. 1 is a basic configuration diagram illustrating the configuration of the present invention, FIG. 2 is a schematic configuration diagram illustrating an embodiment of the present invention, FIG. 3 is a block diagram similarly showing the electronic control device, and FIGS. Fifth
Figure 6 is a graph showing the same shift line, Figure 6 is a graph showing a map of the oil pressure correction value, Figure 7 is a graph showing a map of the throttle opening correction value, and Figure 8 is a graph showing the same vehicle speed correction. FIG. 9 is a graph showing the 70-chat map, FIG. 10 is a graph showing the relationship between ignition timing and torque, and FIG. 11 is a graph showing the relationship between engine speed and torque. A... Internal combustion engine 1 B... Engine output correction means C... Load detection means D... Vehicle speed detection means E... Automatic transmission F... Control means G... Shift correction means 1 ... Engine 2 ... Automatic transmission 7 ... Electronic IIJ111 device 10 ... Throttle position sensor 12 ... Vehicle speed sensor 16 ... Knock control computer 21 ...
CPU

Claims (1)

[Scope of Claims] 1. Engine output correction means for correcting the output according to the operating state of the internal combustion engine; load detection means for detecting the load of the internal combustion engine; vehicle speed detection means for detecting the vehicle speed; A control device for a vehicle automatic transmission, further comprising: control means for controlling the automatic transmission according to at least one of a shift pattern and a lock-up pattern based on the vehicle speed and load, further comprising: A control device for an automatic transmission for a vehicle, comprising a shift correction means for correcting at least one of the shift pattern and the lockup pattern in accordance with the correction when the output is corrected. 2. According to claim 1, the shift correction means is configured to correct the shift pattern or lockup pattern in a direction controlled by a predetermined torque preset in the shift pattern or lockup pattern. A control device for the automatic transmission for a vehicle as described above.